In Japan speed tests in the region of 300 kmh have been carried out since the Oyama test line recorded a 3 19 kmh run in 1979. TGV recorded a 515.3 km/h run by an electric locomotive installed with a pantograph in 1990 and ICE achieved 406.9 k m h using a similar train in 1988.High-speed current collection tests over 400 k m h using electric railcars have been desired in Japan. Problems of high-speed tests are: train speed approaching wave propagation velocity, multipantograph resonance, and too large uplift of contact wires caused by lift. It is necessary to keep wave propagation velocity of contact wire higher than train speed. CS contact wire and TA contact wire were compared in high-speed tests because it was impossible to get a good current-collecting performance by using hard-drawn copper contact wires. In December 1993 using these contact wires we carried out high-speed tests in the region of 400 kmh on Jyoetsu Shinkansen with the test train STAR 21 which JR-EAST built for high-speed tests. This paper reports the current collecting performance of these contact wires predicted by simulation and running tests at 425 kmh. 0 1998 Scripta Technica, Electr Eng Jpn, 124 (3): [73][74][75][76][77][78][79][80][81] 1998
This paper proposes an arc contact loss rate estimating method for Shinkansen trains with pantographs connected to bus cables. For the speedup of Shinkansen, it is necessary to judge whether the contact loss rate exceeds its standard value. As the standard of contact loss rate is provided from the viewpoint of contact strip wear caused by arcs, it is important to measure the amount of arc. The optical type contact loss measuring method which detects the contact loss by arcs is suitable for this purpose. It is difficult, however, to measure contact loss by this method in the daytime, because of the influence of outdoor light. To solve the above problem, we have developed an arc contact loss rate estimating method by using a contact loss simulation program on the basis of the complete contact loss rate measured by the current type contact loss measuring method which is effective in the daytime. Furthermore, we measured the contact loss rate simultaneously by the current and optical type contact loss measuring methods in the running tests of Shinkansen trains, and confirmed the validity of this estimation through a comparison of measured and simulated results.
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